Railway truck



March 21, 1944. w. H. MEYER ETAL 2,344,521

RAILWAY TRUCK Filed Dec. 9, 1940 6 Shgets-Sheet I FIG.2.

INVENTORS M WILLIAM H. MEYER EDWIN C.JAcKsoN ATTORNEY.

March 21,1944; E ETAL 2,344,521"

RAILWAY TRUCK Filed Dec. 9, 1940 ssh eets-sheet 2 INVENTORS WILLIAM H. MEYER EDWIN C. JACKSON @7 ATTORNEY.

March 21, 1944; w. H. MEYER ETAL RAILWAY TRUCK Filed Dec. 9, 1940 6 Sheets-Sheet 3 NGE mm mYs OEK TM N.A EHJ V WM w WE ATTORNEY.

March 21, 1944. w, EYE ETAL RAILWAY TRUCK Filed Dec. 9, 1940 6 Sheets-Sheet 4 INVENTORS WILLIAM H. MEYER EDWIN C. JACKSON BY a ATTORNEY.

March 21, 1944. w. H. MEYER ETIAL.

RAILWAY TRUCK Filed Dec. 9, 1940 6 Sheets-Sheet 5 WM m. H

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EDWIN C.JACKSON 7ATTORNEY. Z

March 2;, 1944-. w MEYER, ETAL 2,344,521

RAILWAY TRUCK Filed Dec. 9, 1940 GSheets-Sheet 6 INVENTORS WILLIAM H. MEYER EDWIN C. JACKSON 7 ATTORNEY} Patented Mar. 21, 1944 RAILWAY TRUCK William H. Meyer, St. Louis, and Edwin C. Jack son, Clayton, Mo., assignors to General Steel Castings Corporation, Granite City,;Ill., a corporationof Delaware Application December 9, 1940, Serial No. 369,190

22 Claims.

The invention relates to railway vehicle trucks and consists in novel structure for supporting the truck frame upon the truck axles.

The development during the past few years of railway vehicles for high speed service has created numerous problems in railway truck design, particularly in trucks for use in passenger train service. The tendency is toward light weight car bodies which feature, together with high speed, makes it difficult to obtain easy riding as well as safe riding qualities.

One object of the invention is to provide a spring support arrangement between the axles and vehicle body which controls the actions of the springs so that as small amount as possible of the energy in the forces or shocks producing upward or downward movement of the axles relative to the car body is carried to the car body.

Another object is'to provide means whi h permits a limited amount of lateral movement of the car body relative to the wheels and axj es when rounding curves or riding over irregular 'r rough track and which will offer comparatively small resistance to those slight lateral movements, which act quickly, and will offer an increasing resistance to absorb or control greater lateral movements. Further, this lateral move nent must be so controlled that a minimum amount of the vibrations and side sway resulting theresimple and light weight truck having the other desired qualities mentioned above. Simplicity is a quality which contributes toward other desirable qualities or features in design, such as low cost of construction, economical construction, because the amount of maintenance will be less than that of a more complicated construction, parts easily accessible, good appearance, and more particularly, light weight. Light weight is a desirable quality especially in high speed service because a locomotive of a given size will haul its load more easily and attain the desired speed if the total weight of the cars is as light as possible.

In previous railway four-wheel trucks for passenger service, longitudinally extending equalizers extend from one journal box to the, other with their end portions resting on the journal boxes. A set of coil springs or leaf springs are mounted on the equalizers to support the truck frame. The journal boxes are mounted in ped estals forming part of the truck frame and are guided in the pedestals for relative vertical sliding movement of the box and pedestal, there from are tr n mitt t th car body to being interengaging elements between the box Another object is to control the forces applied a Pedestal Position e O against lat r to the truck parts due to the brake application and longitudinal displacement relative to the /so that these forces will not'produce undesirable truck frame. The truck frame includes transrding quali ies which are transmitted to the car verse transoms with inclined swing hangers body. In gather words, the forces due to brake 23.3 p o y Suspended at their pp ends r the application should be so controlled that no extraIlSOmS- A p plank piv t llysupn r cessive shocks, or vibrations resulting therefrom by the lower end port ns of the swing han e s are carried to the car body; that chattering of to keep the swing hanger lower portionsspaced the brake shoes against the wheel tread is reap a predetermined di a A'Set 0f oil or cluced to a minimum; that the relation between to elliptic spri s e mo nt d on t e p i g-P anks the journal boxes and other truck parts he so arand a bolster is mounted on these latter spri ranged that the overturning forces acting on the Various modifications of this construction have boxes are controlled so as to eliminate wedging been used in some four-wheel railway passenger actio between the boxes and the adjacent trucks, such as trucks without equalizers in which frame parts, such as in present'trucks where 45 the truck frame is mounted directly on springs the box is positioned in the frame pedestals and. supported by the journal boxes, and trucks withguided therein for vertical movement relative to. out spring planks in which the bolster is supthe frame; and that slapping action between the ported without springs on the lower portions of journal box and another truck part or between the swing hangers but with swing hangers contwo other truck parts is eliminated, particularly 50 sisting of upper and lower parts with coil springs :hen the brakes are applied. between the parts for supporting the bolster load, Other objects are to reduce wear between the with or without shock absorbing or snubbing, truck parts to a minimum to prevent excessive means forming part of the swing. hanger .unit. play between the parts and thereby reduce the In such trucks, the set of springs li'etween the amount of noise and pounding when t e Various 55 journal boxes and frame, together with the set taken bn the section act quickly to keep the wheels on the rail. The

springs between the truck frame and bolster act as'a secondary set of springs to cushion vertical shocks between the car body and truck and are usually designed to give more vertical deflection" than the first set of springs. The swing hangers constitute means to provide relative lateral motion between the wheels of the truck and the car body, and when the second set of springs are of the coil spring type, they are usually designed to provide a small amount of lateral motion of the bolster relative to the lower portions of the swing hangers or to the spring plank. When they are of the elliptic spring time, there is very little relative lateral movement between the bolster and the spring plank or lower portion of the hangers. The truck frame pedestals guide the journal boxes for vertical movement of the box relative to the truck frame, and the interengaging surfaces of the sides of the box and the pedestal prevent overturning movement of the box during application of the brake.

The same problems in truck design mentioned above are solved to a greater extent in the truck of the present invention. Summarizing, the main object of the present truck construction is to provide a simple light weight truck which has the springs for supporting the vertical loads and the lateral motion elements connected to each other so that both the vertical and-lateral movements of the wheels relative to the car body are controlled .so as to act together and be dependent upon each other. In other words, any slight action of a spring or its corresponding lateral motion element will affect each other to instantly assist incontrolling or absorbing the vertical and lateral shocks applied between th rails and the car body. This arrangement is not present in previous trucks as described above because the springs between the journal box and the truck frame act independently of any lateral movement of the truck frame relative to the bolster, and there is no way in which the action of the vertical movement is affected by the action of the lateral movement or vice versa.

construction by omitting the usual pedestals but at the same time have the journal boxes held in position relative to the truck frame in such manner that there will be no overturning of the box during application of the brakes. I trucks in which the journal box has vertical sliding action in the frame pedestal, the sliding surfaces on the box and pedestal must be made long enough so that there will be no wedging action of the box in the pedestal due to overturnin forces when the brake is applied.

In the accompanying drawings lected forms of the invention- Figure 1 is a top view of one longitudinal half of a four-wheel truck.

Figure 2 is a side elevation of the same. some of the parts being sectioned for clearer illustration.

Figure 2a is a transverse section taken on the section line 2a-2a of Figure 2.

Figure 3 is an end view of the same looking toward the left hand and of Figures land 2.

Figures 4 and 5 are vertical transverse sections lines 4-4. and 5-5 of Fi ure 8 and looking in the same direction as indicated in Figure 3.

In previous illustrating se- Figure 6 is an end view of the right hand end of the portion of the truck shown in Figures 1 and 2 and is taken looking in the opposite direction from Figures 3, 4 and 5.

Figures 7 and 8 are longitudinal vertical sections taken approximately on the corresponding section lines of Figure 5.

Figures 9 and 10 are-horizontal sections taken on the section lines 9-9 and lfl-IO of Figure 5.

Figure 11 is a top view and horizontal section of the longitudinal half of a truck embodying another form of the invention, the intermediate portion of the truck being broken away to enable the drawing to be made upon a larger scale, the view and section being taken'approximately on line I I--I I of Figure 12.

Figure 12 is a side elevation and longitudinal I vertical section of the same structure taken approximately on the line l2--I2 of Figure 11.

Figure 13 is an end view of the structure shown in Figures 11 and 12 looking towards the right hand end of the truck.

Figures 14, 15 and 16 are transverse vertical sections taken on the corresponding section lines of Figure 12.

The truck shown in Figures 1l0 includes a pair of axles I mounting wheels 2 and roller bearing journal boxes 3 and 3R each provided with arms 4 and AR respectively, extending longitudinally of the truck and terminating in upright brackets 5 and ER.

The following detailed description refers'to the box and associated parts at the left hand and of the truck, it being understood that the corresponding parts at the right hand end of the truck are duplicates except as may be noted.

Box 3 also includes upstanding brackets 6 (Figs. 4 and 8) positioned between brackets 5. A pintle 1 (Figs. 8 and 9) is journalled in brackets 5 and 6. Hangers 8 and 9 (Figs. 5 and 8) are pivotally suspended from pintle 1 and at their lower ends carry pins ill and II respectively.

A shaft 12 (Figs. 7 and 10) is journalled in brackets l3 and IS on the truck frame wheel piece and a sleeve member I! is keyedat'll to shaft 12 and is provided with arms I! pivoted at their ends on pins l0 and II (Fig. 10).

Torsion rods 19 and 20 extend substantially throughout the length of the truck and are journalled in brackets 13 and Br. Shaft i2 and torsion rod l9 project outwardly from bracket l3 and have flxed thereon arms 2| and 12 respectively (Fig. 3) extending inwardly towards the longitudinal center line of the truck and pivotally connected at their inner ends by an upright link 23.

The opposite end of rod 19, journalledin bracket 131', has fixed thereon an arm 2| (Fig. 6) extending inwardly of the truck and anchored to wheel piece It .by a threaded link 25, extending through a lug-26 on the end of the wheel piece, and provided with a nut 21 whereby the effective length of the link may be adjusted.

Torsion rod [9 is made of an elastic material such as spring steel hardened and tempered and the center plate may be formed integral with by nuts 3|. The right hand end a; torsion rod (Fig. 6) is pivotally connected by its arm 32,

link 3t, arm 34 to a shaft l2r j'ournalled in bracket i3r at the right hand end of the frame lieve the torsion rods of their loads, links 23 may be disconnected from one of the arms 2| or 22 and by removing the detachable caps from brackets l3 and I6 shaft l2 and its connections to the journal boxes may be dropped with the wheels and axles and removed from the truck.

The truckframe has transoms '40 provided with a body supporting center plate 4| for supporting the truck load which is transferred to the'unanchored ends of rods l9 and 20 and, by the resistance of the latter to torsion, to each shaft i2 and its hangers 8 and 9 and thence to the journal boxes.

An additional desirable, but nonessential, feature comprises the use of a shock absorber for dampening or snubbing the oscillation of each torsion rod unit. The shock absorber 42 for torsion rod 19 is shown in Figures 3, 9 and 10 attached to the end of the truck frame and having a radial arm '43 secured by an adjustable link 44 to an arm 45 keyed to the projecting end of shaft l2. A shock absorber 46 (Fig. 6) is similarly connected to shaft Mr and controls oscillation of torsion rod 20.

The shock absorbers may be of any hydraulic or friction type and their detailed construction 2' does not initself constitute the present invention. They serve to check or control the rebound action of the torsion rods which otherwise might result in excessive bouncing ofthe truck frame and vehicle body. i a

The holding of the journal boxes and truck frame against relative longitudinal movement by parts in which there is little or no sliding action .avoids slapping or pounding action between the parts. However, if desired, washers of rubber or other yielding material may be inserted between elements 8, 9 and 5, '6 and between elements i5 and I6, but preferably these parts are held against undue longitudinal play and against wear on their opposing face by anchor rods indicated at A each having one end secured to a transverse web. 41 on the inner end of one journal box and having its opposite end secured to atransverse web 48 depending from the ad- 'jacent frame transom 40., The connection between each rod end and the adjacent web includes rubber pads 49 gripped between the web and spaced collars on the rod. These anchoring devices will transmit longitudinal thrusts between the boxes and thetruck frame and will yield to accommodate relative movement of the boxes and truck frame transversely of the rod axis. The spacing of the axle roller bearings B (Fig. 4) longitudinally of the axleprevents relative tilting of the boxes and axles in vertical planes extending transversely of the truck.

Hangers 8 and 9 swing on their pintle I and thereby provide for lateral movement of the journal boxes and truck frame relative to each other. Such relative movement of the truck frame and journal boxes secures the same result as is provided in the usual mounting of a bolster for lateral motion on the truck frame and heiirce e truck frame as shown.

" torsion rods.

Suitable brake gear is indicated at Gand is of the clasp brake type operated in. the usual manner, and the application of the brakes does not cause pounding betweenthe journal boxes and vertically elongated surfaces slidably receiving the boxes as in the usual pedestal truck arrangement.

The torsion rods being located above the journal box provide for the spring support, and action, closer to the center of gravity of the vehicle 'body and thereby resist the tendency to overturning of the vehicle body when rounding curves. Brackets 5 "and 6 on each journal box-project into a recess provided therefor in wheel piece l4 and in the'event of the breakage of a torsion rod corresponding to the breakage of'the ordinary truck spring, the relative transverse or longitudinal positioning of the journal box and frame will notbe affected as the frame will simply drop unti it rests on the top of brackets 5 and 8. This constitutes a safety measure againstdisalignment of the truck parts in the event of torsion rod breakage.

Hangers 8 and '9 and crank arms-l8 are so short that vertical movement of the truck frame relative to the journal boxes .results in .a substantial angular movement of the torsion rods and, similarly, any lateral'movement of the truck frame relative to the journal boxes results in a substantial angular movement of th'ehangers 8 and 9 which will be yieldingly resisted by the Hence the spring action and lateral motion are correlated to improve the riding qualities of the truck and the functioning of these parts is much better than would be the case if the hangers and arms were longer and their relative angular movement less than in the structure described.

In the construction shown in Figures 11-16 the wheels, axles, journal boxes and truck frame correspond generally to the arrangement previously described.

The right hand journal box brackets 5| (Fig. 12) journal a pintle 52 (Figs. 12 and 15) which carries a sleeve-like hanger 53, the depending legs "54 of which support a pin 55 pivotally conbrackets 58 on the truck frame.

"rod 62 extending to the opposite end of the truck and having a square-end 63 seated directly in a corresponding frame bracket.

The other torsion rod 65 has its right hand end 66 similarly anchored to bracketfi'l and at its left hand end is provided with an arm 68 connected by a link 89 to an arm 10 on a shaft H corresponding to shaft 51 and similarly suspended from the brackets of the left hand-journal box.

With this arrangement the torsion rods are v in the same vertical plane with each other and of the remaining features.

,with'their torque applying shafts 51 and 'll, and

both rods are relatively close to the side of the frame wheel piece. The general operation of the arrangement just described is substantially the same as that previously'described.

Both forms of the invention attain the objects set forth in the introductory portion of the specification and it will be undersoccl that some features of the construction may be omitted w'thout detracting from the advantageous operatirn Also that the location and relative position of the interconnected said axles, torsion rods extending longitudinally of the same side of the truck frame and journalled in said frame, means at each end of the truck holding the adjacent end portion of one of said rods against rotation in said frame, cranks on the other ends of said rods, and an individual linkage connecting the outer end of each crank to the adjacent journal box shaft links whereby said frame is supported on said boxes through.

the yielding resistance to torsion offered by said rod.

2. A truck as described in claim 1, in which both rods are positioned between the level of the top of the journal boxes and the top of the truck frame to bring them close to the center of gravity of a vehicle body mounted on the truck without interfering with the body.

.3. In a railway truck, a wheeled axle, a journal box carried thereby and having arms extending transversely of the axle, a torsion rod journalled in said frame, means holding a portion of said rod spaced from said box against rotation relative to said frame, a crank on said rod spaced from said means, a shaft extending through said arms and journalled therein, and linkage pivotally connecting said shaft to said crank, whereby said frame is supported by the yielding resistance of said rod to torsion, and said journal box is held against tilting about the axis of said axle.

4. In a railway truck, a wheeled axle, a journal box carried thereby, a truck frame, a torsion rod Journalled in said frame, means holding a portion of said rod against rotation relative to said frame, a shaft journalled in said frame adjacent to said box and having fixed radial arms, a hanger pivotally suspended at its upper end from said box and pivotally connected at its lower end to one of said arms to resist downward movement of the latter, there being an arm on said rod and a link pivotally connected to said rod arm and to the other of said shaft arms whereby the resistance to torsion offered by said rod yieldingly supports said frame, and the resistance of said hanger to swinging movement by the load thereon yieldingly resists movement of said frame transversely of the truck.

5. In a railway truck, a wheel, an axle thereon, a journal box on said axle having rigid brackets extending in opposite directions longitudinally of the truck, swing hangers suspended from the ends of said brackets, a truck frame, a" shaft journalled in said frame and having spaced arms pivotally connected to said hangers, va spring torsion rod extending longitudinally of the truck and having one end journalled in said frame adjacent said shaft and having its other end anchored to said frame to be held against rotation, an arm on the first-mentioned end of said rod, and a link connection between said rod arm and a crank on said shaft whereby said frame is supported from said box by the yielding resistance of said rod to torsional forces.

6. In a railway truck, a wheeled axle, a journal box carried by said axle, a hanger suspendedfrom said box, a truck frame, a torsion rod journalled' in, said frame, an arm on one end of said rod, an adjustable link anchoring said arm to said frame, an arm on the other end of said rod, and a pivotal link connection between the outer end of said latter-mentioned arm and said journal box hanger whereby said frame is supported on said box through the yielding ,resistance to torsion offered by said rod and the height of said frame relative to said box may'be'varied by the adjustment of said link.

7. A truck as described in claim 1 in which the means at the ends of the truck holding the adjacent end portions of the rods against rotation in the frame are individually adjustable so that the relative height of each box and the adjacent portion of the frame may be varied.

8. In a railway truck, a wheeled axle, a journal box carried by said axle, a hanger suspended from said box, a truck frame, a torsion rod journalled in said frame, one end of said rod being anchored against rotation relative to said frame, a fixed arm on the other end of said rod, linkage connecting the outer end of said arm to said journal box hanger whereby said frame is supported on said box through the yielding resistance to torsion offered by said rod, and snubbing mechanism between said frame and the latter-mentioned end of said rod for dampening the oscillations of said rod.

9. In a railway truck, wheeled axles, journal boxes carried thereby, a truck frame, individual shafts extending longitudinally of the truck abreast of said boxes and joumalled in said frame, torsion rods extending from end to end of the truck, one above said shafts and one outwardly of the truck therefrom, swing hangers carried by said boxes and pivotally connected to the arms on the corresponding shafts, and linkage between each of said shafts and a respective one of said rods whereby said'frame is supported on said boxes through the yielding resistance to torsion offered by said rods. v

10. In" a truckof the class described, an axle journal box having brackets extending transversely of the box axis and provided with iour nal bearings spaced transversely of the box axis, a 'pintle journalled in said bearings, spaced swing hangers suspended from said pintle, a truck frame, a torsion rod extending lengthwise of the truck and having one end spaced from said journal box anchored to said frame and having a nected respectively to the torsion rod and to the swing hangers.

12. In a railway truck, wheeled axles, journal boxes carried thereby, a truck frame movable relative to said boxes transversely of the truck, parallel torsion rods journalled in said frame and extending longitudinally thereof, means holding a portion of each of said rods against rotation relative to said frame, respective shafts journalled in said frame alongside of and parallel to said rods, each of said shafts being adjacent to one of said boxes, said shafts having radial arms, hangers pivotally suspended from said boxes and pivotally connected to certain of said arms, there being arms on said rods, spaced from said means, and link connections pivotally connecting said rod arms and other of said shaft arms, whereby said frame is supported on said boxes through the yielding resistance to torsion offered by said rods and is movable transversely of the tmck through the pivotal action of said link connections.

13. A railway truck as described in claim 12 in which the truck frame includes a wheel piece extending over the journal boxes, and the torsion rods and associated shafts are journalled in the frame wheel piece and are positioned between the level of the top of the journal boxes and the top of"'tljie wheel piece.

14. In a railway truck, a wheeled axle, a journal box iotatably receiving said axle, a pedestalless truck frame, a torsion rod journalled in said frame, one end of said rod being held against roation in said frame, the other end of said rod having a fixed arm and a linkage connection between the same and said box, whereby said torsion rod resiliently supports said truck frame on said journal box, and a longitudinall extending anchor rod between the journal box and the truck frame for transmitting longitudinal forces between the journal box and the truck frame and which pro vides for lateral and vertical movements of the journal box relative to the truck frame.

15. The combination described in claim 14 in which the connections between the anchor rod and the journal box and between the anchor rod and the truck frame include rubber elements to cushion and absorb vibrations and noises and which may be distorted to accommodate angular movements between the rod and journal box and between the rod and truck frame when there is lateral or vertical movement of the box relative to the truck frame.

16. In a railway truck, a truck frame, a wheeled axle, a journal box rotatably receiving said axle and spaced from said frame, a swing hanger pivotally suspended from said box to swing transversely of the truck, a torsion rod journalled in said frame at spaced points, means holding one end portion of said rod against rotation relative to said frame, a crank on the other end portion of said rod, and a linkage connecting said crank and hanger whereby said frame is supported on said box through the yielding resistance to torsion offered by said rod and may move transversely of the truck relative to said box by the action of said hanger.

1'7. In a railway truck, spaced axles, wheels thereon, journal boxes carried by said axles, hangers suspended from said journal boxes, a truck frame extending longitudinally of the truck between and beyond said wheels, torsion rods journalled in said frame and extending substantially the full length thereof, means at each end of the frame anchoring the adjacent end of one of said rods against rotation relative to the frame, a crank on each rod at the other end of the frame, and link connections between said cranks and the adjacent journal box hangers, whereby the ends of said frame are supported on said boxes through the yielding resistance to torsion offered by said rods throughout the length of the frame.

18. In a railway truck, a truck frame, a wheeled axle, a Journal box carried by said axle and free of direct contact with said frame, a tor, sion rod having one end held against rotation relative to said frame and having its other end journalled on said frame and provided with a fixed crank, a pintl paralleling said rod and journalled on said box at spaced points at opposite sides of its axle, similarly spaced hangers' on said pintle, a crank shaft journalled on said frame with the outer ends of spaced cranks pivotally connected to said rod crank and said hangers respectively, whereby said frame is yieldingly supported on said box through the yielding resistance to torsion offered by said rod, and said box is held against overturning movement on its axle by the application of its load to the hangers at opposite sides of the box axle and by the journalling of said crank shaft in said frame, and said frame may move transversely of the truck relative to said box by the action of said hangers.

19. In a railway truck, spaced axles, wheels thereon, journal boxes carried by said axles, a truck frame extending longitudinally of the truck between and beyond said wheels, torsion rods journalled in said frame and extending substantially the full length thereof, means holding 'a portion of each rod at a respective end of the frame against rotation relative to the frame, individual shafts journalled in the frame abreast of the journal boxes and each extending outwardly from the corresponding box towards the adjacent end of the frame, an arm on the outer end of each shaft, an arm on the adjacent end of the rod which is held against rotation at the other end of the frame, another arm on each shaft abreast of the adjacent box, a link connection between each rod arm and the corresponding first-mentioned shaft arm, and a link connection between the adjacent journal box and the corresponding second-mentioned shaft arm, whereby the frame is yieldingly supported from the boxes through said shafts and links.

20. A spring suspension for carrying the body supporting frame of a railroad car, comprising an axle, a car wheel supporting said axle, a normally generally horizontal lever arm fulcrumed at one end on said frame outside and adjacent to the vertical plane of the line of contact of said car wheel with the railroad track to swing about an axis generally parallel with said plane, a plurality of lever arm pivots at the free end and at opposite sides of said lever arm, an axle pivot having a plurality of bearing surfaces spaced longitudinally of said frame, a plurality of links each connecting one of said bearing surfaces with the corresponding pivot at the free end of said lever arm and said links and the pivotal connections thereof with said pivots being spaced longitudinally of said frame to resist substantially all brake and drive torque reactions, and means cooperating with said lever arm and links to resist vertical movement of said axle relative to said frame.

21. Aspring suspension for carrying the body supporting frame of a railroad car, comprising an axle, a car wheel supporting said axle, a normally generally horizontal lever arm fulcrumed at one end on said frame outside and adjacent to the vertical plane of the line of contact of said car wheel with the railroad track to swing about an axis generally parallel with said plane, a plurality of lever arm pivots at the free end and at opposite sides of said lever am, an axle pivot longitudinally of said frame, a plurality of links each connecting one of said bearing surfaces with the corresponding pivot at the free end of said lever arm and said links and the pivotal connections thereof with said pivots being spaced longitudinally of said frame to resist substantially all brake and drive torque reactions, said links connecting said axle pivot and the pivots.

vertical plane of the line of contact of said car wheel with the railroad track to swing about an axis generally parallel with said plane, a plurality of lever arm pivots at the free end and at 'opposite sides of said lever arm, an axle pivot having a plurality of bearing surfaces spaced longitudinally of said frame, a plurality of links each connecting one of said bearing surfaces with the corresponding pivot at the free end of said lever arm and said links and the pivotal connections thereof with said pivots being spaced longitudinally of said frame to resist substantially all brake and drive torque reactions, and a torsion rod connected at one end to said frame and connected at its other end to said lever arm to resist rotation of said lever arrn'and thereby resist vertical movement of said axle relative to said frame.

WILLIAM H. MEYER. Enwm c. .racxson. 

